Triangular bead configuration for pneumatic tire with extended load carrying capacity

ABSTRACT

A pneumatic tire with an increased load carrying capacity (extended load index) but compatible with conventional, commercially available wheel rims, has a modified carcass ply line. The pneumatic tire ( 746 ) has a tread area ( 712 ) and a carcass structure ( 728 ) including two bead areas ( 750   a   ,750   b ), at least one cord-reinforced elastomeric ply ( 730 ) extending through sidewalls ( 726   a   ,726 ) between the bead areas ( 750   a   ,750   b ) and the tread area ( 712 ), and a belt structure ( 718 ) between the tread area ( 712 ) and the carcass structure ( 728 ). The tire ( 746 ) has bead areas ( 750   a   ,750   b ) containing a triangular shaped beads so that the ply line (PL′″) that causes the bead areas to better secure the tire to the rim during high stress conditions.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No. 09/592,953, filed Jun. 13, 2000, entitled PNEUMATIC TIRE WITH EXTENDED LOAD CARRYING CAPACITY and having a common assignee with the present application.

TECHNICAL FIELD

The present invention generally relates to pneumatic tires, specifically tires with modified sidewall ply lines and bead sections to increase the load carrying capacity.

BACKGROUND OF THE INVENTION

The sidewalls of conventional pneumatic tires provide these conventional tires with desirable flexibility in the radial direction. This radial flexibility allows the tread surface to move radially inward to accommodate irregularities in the road surface. However, the sidewalls of conventional tires also limit the performance of the tire with undesirable axial and circumferential flexibility. Axial sidewall flexibility limits the responsiveness of the tire in cornering, and circumferential flexibility limits the tire's capacity to handle the torsional forces encountered in acceleration and deceleration. In addition, the space required for the sidewall limits the maximum size of the wheel and the size of the brake mechanism that can be fit within the wheel for a given overall tire diameter.

When normally inflated, the sidewalls of conventional tires protect the rim from possible contact with the road surface. Also, conventional sidewalls distribute the weight of the vehicle and the force of impacts with road hazards by acting in tension to confine the compressive force provided by the air in a normally inflated tire. However, when normal inflation air pressure is lost, such as when the tire is punctured, the relatively thin and flexible sidewalls of a conventional tire collapse and buckle in such a manner that the sidewall fails to provide its normal functions of radial flexibility, rim flange protection, or the distribution of forces from the wheel to the road.

The load carrying capacity (LCC), typically represented by the Load Index (LI), of a pneumatic tire is related to the tire fill pressure (P) and the volume (V) contained within the tire. The European Tire and Rim Technical Organization (ETRTO) expresses this relationship with the equation:

LCC=αV ^(β)(P+P ₀)

where the α (alpha) and β (beta) coefficients are fixed by the ETRTO by interpreting the results of tire durability and endurance tests. Tire pressure (P) is the ETRTO basic inflation pressure. Similar calculations are employed in the United States by the Tire and Rim Association (TRA) to determine a “Load Index” (LI) comparable to the ETRTO's load carrying capacity. A limitation on pneumatic tire sidewall changes is presented by the LCC (and LI). For example, if a shorter sidewall is desired (lower aspect ratio), then the tire a width and/or outside diameter is usually increased to maintain approximately the same tire volume V at fill pressure P in order to maintain the same load carrying capacity LCC. Alternatively, the design of the tire can be changed in order to produce higher values for the LCC alpha and/or beta coefficients in ETRTO testing, thereby achieving the same LCC with a reduced tire volume V. Conventional radial ply tires with low aspect ratios have been developed in part to address the limitations of sidewalls. As noted by U.S. Pat. No. 4,811,771 ('771), there are basically two different shapes of passenger tires on the road today: high aspect ratio tires (aspect ratio>65) and low aspect ratio tires (aspect ratio<65). The low aspect ratio tires, where the radial height of the sidewall is reduced relative to the tire width, have better cornering characteristics and less rolling resistance than the high aspect ratio tires. Patent '771 discloses the use of a special low aspect ratio tire (aspect ratio of 40 to 45) used in conjunction with a new larger diameter wheel and rim (18 to 20 inches).

Recognition of the advantages of reducing the radial height of the sidewall is not new. U.S. Pat. No. 1,293,528 discloses the use of a plurality of chain rings as an “inexpansible” bond to provide a pneumatic tire having a cross section under inflation to present a most advantageous width for weight carrying capacity and which will have only the minimum radial height necessary to provide the requisite cushioning action, so that the wheel rim may be as close as practicable to the surface traveled over and the driving power thereby most efficiently transmitted.

U.S. Pat. No. 1,456,062 ('062) discloses a tire that has no straight sidewalls or belly part, independent of its wide gable-like tread, as in existing types of inflated tires. In fact the whole of the tire cover, with the exception of its suitable inextensible base beads is a shock absorbing tread, which “may be used to replace existing types of solid rubber band tires”. The tread is arced, with a narrow blunt apex on its centerline, so that the footprint varies in size with the applied load. As best it can be determined from the description in this 1923 patent, the tire does not have belts or beads in the same sense as modern-day tires. The patent mentions “inextensible base beads” but describes and illustrates these beads as being part of “an abnormally strong and preferably thin supple foundation . . . which may be manufactured from woven cord and be endless and abnormally strong in every direction. This unbelted, non-radial ply tire also provides rim flange protection and limited run flat capability as seen in FIG. 3 of the '062 Patent, where the flattened, deflated tire is thick enough to support the vehicle by pressing against the substantially flat well of the wheel without loading the wheel rim flanges.

Other patents describe tires, such as racing tires, with aspect ratios as low as 25% but still having sidewalls. For example, German Patent No. 25 34 840 discloses a low aspect ratio tire with a running tread having a width which is at least half the total width of is the tire, and preferably less than two-thirds of the total width of the tire. The remainder of the tire width comprises sidewalls which are radially diverted towards the seating surfaces of the tire rim.

German Patent No. 2 127 588 discloses a very low profile pneumatic tire for racing cars (aspect ratio less than 25%) having a broad tread molded in a concave shape so that it becomes flat when the tire is inflated at low pressure. The maximum width of the rim is 120% of the wheel diameter. The tire may be of radial or crossply construction. The outside surface of the sidewall is substantially flat and vertical in an un-inflated tire, however the ply line has a standard curvature from the bead into the sidewall.

U.S. Pat. No. 5,785,781 discloses a tire with relatively straight sidewalls combined with a tread-supporting ring on a specially-designed rim, in order to provide support for the tire when running at low or zero pressure. The tire has a radial ply casing on which the points that are furthest apart axially are radially apart close to seats of outwardly sloping beads, which engage sloping seats on the rim which also features an extra rim flange axially interior to the bead. When mounted on the specially-designed rim and inflated to service pressure, the tire's carcass reinforcement (ply) has a constant direction of curvature from the bead area to the corresponding sidewall wherein a tangent to the point of tangency of the [ply line] with the [bead] reinforcement ring forms with the axis of rotation an angle φ, open towards the outside, of at least 70°, preferably at least 80°, and even more preferably greater than 90° as mentioned on column 5, lines 40-61. The base of each rim bead seat slopes at an angle formed with the axis of rotation wherein the angle is open axially inward and radially outward and is greater than 0°, preferably between 10° and 40°. The axially outside rim flange delimits the bead tip with a face which forms with the axis of rotation an angle γ, open radially and axially towards the outside, of less than 90° and preferably between 40° and 50°.

While it may not be readily apparent, there exists a potential to develop a pneumatic radial tire with revolutionary dimension properties providing superior performance when compared to conventional pneumatic radial tires. The challenge is to develop such a tire combining improved handling and performance with adequate radial flexibility, sufficient rim flange protection and enhanced run flat capability suitable for use on conventionally-shaped (i.e., standard) wheel rim designs.

SUMMARY OF THE INVENTION

The present invention concerns changes to the ply line and bead area construction of pneumatic tires in order to achieve an increased load carrying capacity (extended load index) for pneumatic tires designed to mount on conventional, commercially available wheel rims.

According to the invention, a pneumatic tire with an increased load carrying capacity (extended load index) but compatible with conventional, commercially available wheel rims, has a modified carcass ply line. The tire has a tread area, a carcass structure including two bead areas each comprising a bead, at least one cord-reinforced elastomeric ply extends between the two bead areas, and two sidewalls extending between the tread area and each bead area. The tire has a section width (SW) defined by lines L1 and L2 disposed orthogonally to the axis of rotation AR and at a distance of A/2 from the equatorial plane EP of the tire, lines M1 and M2 each parallel to lines L1 and L2, respectively, and axially inwards toward the equatorial plane EP and spaced a distance d1, d2, respectively, of 1 mm to 4 mm from lines L1 and L2, points P1,P2 on lines M1 and M2, respectively, located at the minimum radial distance of dp1, dp2, respectively, from the at least one elastomeric ply to an axis of revolution AR of the tire, the elastomeric ply having a plyline PL including points P1 and P2, the plyline PL extending radially outward from points P1 and P2 a radial distance r1, r2, respectively, to the crown portion CP of the tire without axially deviating from lines M1,M2 by more than a distance d3,d4 of 0 mm to 6 mm. R1,r2 are defined as having a value that exceeds the distance dp1,dp2 by a value of 30% to 70% of the section height SH.

According to the invention, r1,r2 are defined as having a value that exceeds the distance dp1,dp2 by a value of 30% to 70% and preferably 40% to 60% of a section height SH of the tire. The ply line (PL,PL′) extends radially outward in the sidewalls from each bead at an angle φ to the axial direction (A) and the sidewall ply line angle φopens axially and radially outward and is in the range of 80 degrees to 100 degrees. Each bead area has a cross sectional shape which is substantially flat across a bead base having a rim bead seat line which forms an angle α to the axial direction (A) wherein the angle α opens axially and radially outward and is in the range of 0 to 20 degrees. Each bead area has a cross sectional shape which is substantially flat along a rim flange line forming an angle γ to the radial direction (R), wherein the angle γ opens axially and radially outward and is in the range of 0 to 10 degrees.

The ply extends with a generally continuous curvature through each sidewall to a tread shoulder so that the tire section width is immediately radially outward of a flange on a rim used for mounting the tire. The ply extends through the sidewall around the bead, passing radially inward of the bead, and having a turned up end located adjacent to the main portion of the at least one ply radially outward of the beads and the bead area and the sidewall area radially outward of the bead and between the ply and the interior carcass wall is at least partially filled with an elastomeric reinforcement. The turned up end of the ply is axially outward of the main portion of the ply.

Also according to the invention, the turned up end of the ply is axially inward of the main portion of the at least one ply, and lies between the interior reinforcement and the main portion of the ply.

According to the invention, the elastomeric reinforcement is made of elastomeric material to reinforce the sidewalls of an extended mobility tire during extended mobility running while uninflated.

According to the invention, the ply can extends from each sidewall radially inward around the bead, first passing axially outward of the bead, then passing radially inward of the bead, then passing axially inward of the bead, and finally extending radially outward to a reversed ply turnup end located axially inward of the main portion of the at least one ply and radially outward of the bead. The elastomeric reinforcement of this embodiment is between the main portion of the at least one ply and the reversed turnup portion of the at least one ply which ends at the reversed ply turnup end. This elastomeric material can be designed to reinforce the sidewalls of an extended mobility tire during extended mobility running while uninflated.

According to the invention, the pneumatic tire has a tread area, two bead areas, two sidewalls extending between the tread area and each bead area; and a carcass structure comprising an interior wall and at least one cord-reinforced elastomeric ply extending between the two bead areas. The ply has a sidewall ply line that extends radially outward from each bead at an angle φto the axial direction. The sidewall ply line angle φopens with respect to the axial direction radially outward and is in the range of 80 to 100 degrees. In order to be compatible with conventional rims, each bead area has a cross sectional shape that is substantially flat across a bead base having a rim bead seat line which forms an angle α to the axial direction. The angle α opens axially and radially outward and is in the range of 0 to 20 degrees, and each bead area has a cross sectional shape which can be substantially flat along a rim flange line forming an angle γ to the radial direction, wherein the angle γ opens axially and radially outward and is in the range of 0 to 10 degrees.

In further aspects of the invention, the inventive ply line is achieved in various embodiments utilizing both outside and inside (reversed) ply turnup ends, and various forms of bead area reinforcing elements.

In a further aspect of the invention, the at least one ply extends from the sidewall around the bead, passing radially inward of the bead, and having a turned up end located adjacent to the main portion of the at least one ply radially outward of the beads; and the bead area, and at least a portion of the sidewall area radially outward of the bead and between the at least one ply and the interior carcass wall is at least partially filled with an elastomeric reinforcing interior bead reinforcing.

In alternate embodiments, the turned up end can be either axially outward or axially inward of the main portion of the at least one ply. For the inward (reversed) turnup end embodiments, the interior apex may be between the interior wall and the reversed turnup end, or the apex may be a center apex lying between the main portion of the at least one ply and the reversed turnup portion of the at least one ply which ends at the reversed ply turnup end. The apex elements are preferably shaped to produce a uniformly curved interior surface.

In a further aspect of the invention, the bead reinforcing elements are made of elastomeric material designed to reinforce the sidewalls of an extended mobility tire during extended mobility running while uninflated (running “flat”).

A feature of the invention is that the inventive tire can replace an existing tire on a wheel rim of conventional rim shape, but larger rim width and diameter, while maintaining the same load carrying capacity, outside tire diameter and section width as the existing tire.

An alternative feature of the invention is that the inventive tire can replace an existing tire with a smaller tire which still mounts on a wheel rim of conventional rim shape, but larger rim width, while maintaining the same load carrying capacity as the existing tire.

Other aspects, features and advantages of the invention will become apparent in light of the following description thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference will be made in detail to preferred embodiments of the invention, examples of which are illustrated in the accompanying drawings. The drawings are intended to be illustrative, not limiting. Certain elements in selected ones of the drawings may be illustrated not-to-scale, for illustrative clarity.

Often, similar elements throughout the drawings may be referred to by similar references numerals. For example, the element 199 in a figure (or embodiment) may be similar in many respects to the element 299 in an other figure (or embodiment). Such a relationship, if any, between similar elements in different figures or embodiments will become apparent throughout the specification, including, if applicable, in the claims and abstract. In some cases, similar elements may be referred to with similar numbers in a single drawing. For example, a plurality of elements 199 may be referred to as 199 a, 199 b, 199 c, etc.

The structure, operation, and advantages of the present preferred embodiment of the invention will become further apparent upon consideration of the following description taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a cross-sectional view of a prior art tire, with shading in the rubber and ply areas eliminated for clarity;

FIG. 1A is schematic representations of a side view and four partial cross-section views of tires illustrating compression and tension effects, according to the invention;

FIG. 2A is a cross-sectional view of a tire embodiment having an outside turnup end, with shading in the rubber and ply areas eliminated for clarity, according to the invention;

FIG. 2B is a cross-sectional view of an alternate tire embodiment having an inside (reversed) turnup end, with shading in the rubber and ply areas eliminated for clarity, according to the invention;

FIG. 3A shows a cross-sectional view of a portion of a conventional tire compared with a comparable tire having an increased rim diameter according to the present invention;

FIG. 3B shows a cross-sectional view of a portion of a conventional tire compared with a comparable tire having an increased rim width according to the present invention;

FIG. 4A shows a cross-sectional schematic representation of a tire incorporating the features according to the present invention;

FIG. 4B shows an enlarged view of the bead area of FIG. 4A;

FIG. 5A is a magnified view of the bead area and portions of the sidewall area and rim for the embodiment of the tire of FIG. 2A with shading in the rubber and ply areas eliminated for clarity, according to the invention;

FIG. 5B is a magnified view of the bead area and portions of the sidewall area and rim for an alternate embodiment of the tire of FIG. 2B where the ply turnup is inward around the bead with shading in the rubber and ply areas eliminated for clarity, according to the invention;

FIG. 5C is a magnified view of the bead area and portions of the sidewall area and rim for an alternate embodiment of the tire of FIG. 2B with shading in the rubber and ply areas eliminated for clarity, according to the invention;

FIG. 6 is a cross-sectional view of an extended mobility tire embodiment, with shading in the rubber and ply areas eliminated for clarity, according to the invention;

FIG. 7 is a cross-sectional view of a tire embodiment with a triangular bead, according to an alternative embodiment of the invention;

FIG. 7A is a magnified view of the bead area and portions of the sidewall area and rim for the embodiment of the tire of FIG. 7A with shading in the rubber and ply areas eliminated for clarity, according to the invention;

FIG. 8A shows a cross-sectional schematic representation of a tire with a bead area with triangular bead incorporating the features according to the present invention;

FIG. 8B shows an enlarged view of the bead area of FIG. 8A;

FIG. 9A shows a cross-sectional view of a portion of a conventional tire compared with a comparable tire incorporating the features of the embodiment of FIG. 7 and having an increased rim diameter according to the present invention;

FIG. 9B shows a cross-sectional view of a portion of a conventional tire compared with a comparable tire incorporating the features of the embodiment of FIG. 7 and having an increased rim width according to the present invention;

DEFINITIONS

“Aspect Ratio” means the ratio of the section height of the tire to the section width of the tire, the ratio herein expressed as a percentage.

“Axial” and “Axially” means the lines or directions that are parallel to the axis of rotation of the tire.

“Axially Inward” means in an axial direction toward the equatorial plane.

“Axially Outward” means in an axial direction away from the equatorial plane.

“Apex” means elastomeric filler normally used in an area within the tire where air could be trapped in its absence, such as radially outward of the beads.

“Bead” means the circumferentially substantially inextensible metal wire assembly which forms the core of the bead area, and is associated with holding the tire to the rim.

“Bead Area” means the circumferentially-extending region of the tire surrounding and including the bead, and shaped to fit the wheel rim and bead seat.

“Bead Base” means the relatively flat portion of the bead area between the bead heel and bead toe and which contacts the wheel rim's bead seat.

“Bead Heel” means the axially outer bead area edge that contacts the rim flange.

“Bead Seat” means the flat portion of the rim on which the bead area rests.

“Bead Toe” means the axially inner bead area edge.

“Belt Structure” or “Reinforcement Belts” or “Belt Package” means at least two annular layers or plies of parallel cords, woven or unwoven, underlying the tread, unanchored to the beads, and having both left and right cord angles in the range from 18 degrees to 30 degrees relative to the equatorial plane of the tire.

“Carcass” means the tire structure apart from the belt structure, tread, and undertread, but including the bead areas and plies.

“Circumferential” most often means circular lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction; it can also refer to the direction of the sets of adjacent circular curves whose radii define the axial curvature of the tread, as viewed in cross section.

“Crown area” means that portion of the tire carcass radially inward of the tread.

“Equatorial Plane” means the plane perpendicular to the tire's axis of rotation and passing through the center of its tread; or the plane containing the circumferential centerline of the tread.

“Footprint” means the contact patch or area of contact of the tire tread with a flat surface under normal load pressure and speed conditions.

“Ply” means a cord-reinforced layer of rubber coated, radially deployed, or otherwise parallel cords.

“Ply Line” means the radial cross section geometrical curve generated by a mounted, inflation stressed ply.

“Radial” and “radially” mean directions normal to the axis of rotation of the tire, i.e., radial with respect to the axis of rotation.

“Radial Ply Tire” means a belted or circumferentially-restricted pneumatic tire in which at least one ply has cords which extend from bead to bead are laid at cord angles between 65 degrees and 90 degrees with respect to the equatorial plane of the tire.

“Rim Diameter (nominal)” means approximate diameter of the rim measured at the bottom of the flange (nominal or bead seat).

“Rim Width” means the distance between the inside rim flange surfaces.

“Section Height” means half the difference between the outer diameter of the tire and the nominal rim diameter.

“Section Width” means the maximum width of a properly mounted and inflated tire, measured between outside surfaces of the two sidewalls, excluding decorations and sidewall-protecting ribs or bars.

“Shoulder” means the upper portion of sidewall just below the tread edge.

“Sidewall” means that portion of a tire between the tread and the bead area.

“Tread” means the ground contacting portion of a tire.

“Tread Area” means the annular portion of a tire including the crown area of the carcass, the tread, and everything between the two (e.g., belt structure, undertread).

“Undertread” means the tread material between the bottom of the tread grooves and the carcass.

DETAILED DESCRIPTION OF THE INVENTION

Prior Art Embodiment

FIG. 1 shows a partial cross section of a prior art tire 110 on a standard wheel rim 111. For example, the tire 110 is a P205/55R16 and the rim 111 is a conventionally-shaped 6.5J15H2 rim wherein the “J” denotes the shape of the flanges 113 a, 113 b; and the “H2” denotes the shape of the rim base 127 a, 127 b. The prior art tire 110 has a tread area 112 comprising a ground contacting tread 114 having two tread shoulders 116 a, 116 b and a circumferential belt structure 118 located radially inward of the tread. The prior art tire 110 has two bead areas 120 a, 120 b, each bead area having a bead base 122 a, 122 b, an inextensible metal wire bead 124 a, 124 b, and a center apex 125 a, 125 b radially outward of the bead 124 a, 124 b. Elastomeric sidewalls 126 a, 126 b extend radially outward from the bead areas 120 a, 120 b respectively, to the tread shoulders 116 a, 116 b respectively. As shown in FIG. 1, the conventional tire 110 has a carcass structure 128 comprising an interior wall 131, and at least one cord reinforced elastomeric ply 130 extending radially outward from each bead area 120 a, 120 b through the sidewalls 126 a, 126 b respectively, and traversing the tread area 112 radially inward of the belt structure 118. From the sidewall 126 a, 126 b, the ply 130 extends around the bead 124 a, 124 b and apex 125 a, 125 b, passing radially inward of the bead 124 a, 124 b, and having a ply turnup end 132 a, 132 b located adjacent to the main portion of the ply 130 in the bead areas 120 a, 120 b radially outward of the beads 124 a, 124 b. The ply 130 falls in the ply line 130. The apex 125 a, 125 b generally fills the space radially outward of the bead 124 a, 124 b and between the ply 130 and the turnup ends 132 a, 132 b.

The prior art tire 110 is, for example, a P205/55R16 tire which has an aspect ratio of approximately 55, and an outside diameter of approximately 24.88 inches (632 mm). Typical low aspect ratio tires have an aspect ratio ranging from 35 to 65. For the exemplary P205/55R16 tire 110 and 6.5J15H2 rim 111, the measurements are approximately as follows: rim width (Wr) is 6.5 inches (165 mm); rim diameter (Dr) is 16 inches (406 mm); section width (SW) is 8.07 inches (205 mm); and section height (SH) is 4.44 inches (113 mm). The aspect ratio calculates to 100(113/205)=55%. The load carrying capacity LCC is approximately 615 kg at 2.5 bar that is comparable to a load index LI of approximately 91.

Theoretical Basis of the Present Invention

In a conventional prior art tire 110, as shown in FIG. 1, the sidewalls 126 a,126 b provide flexibility in the radial direction to allow the tread surface to move radially inward and maintain contact with the road surface. As described in more detail before, there are negative side effects from the sidewalls which limit the tire performance with undesirable axial and circumferential flexibility.

The tire 240 of the present invention, as shown in FIG. 2A, substantially eliminates the portion of the sidewalls having an outer surface that is both axially inward of the section width SW and radially inward (toward the axis of revolution AR) from the section width of a prior art tire of the type shown in FIG. 1.

An important aspect of the present invention is that the ply line PL of tire 240 follows the ply line PL of the prior art tire 110. This new tire 240 having a much shorter sidewall, as compared with the prior art designs, provides significant advantages in both performance and load carrying capacity (LCC).

A detailed description of the new tire shape now follows. Referring to FIG. 4A, a tire 440, according to the present invention, is shown with a section width (SW) equal to A. Lines L1 and L2 orthogonal to the wheel axle AR are located at a distance of A/2 from the equatorial plane EP of tire 440. Lines L1 and L2 define the axially outward limit of the tire geometry, if we exclude the rim flange protector geometry. While only one side of the tire 440 is described in detail herein, the opposite side is a mirror image and has the same characteristics. Parallel to lines L1 and L2 and axially inward towards the EP therefrom, as shown in FIGS. 4A and 4B, we define new lines M1 and M2 spaced a distance d1 and d2, respectively of 1 mm to 5 mm, and preferable 2 mm to 4 mm from lines L1 and L2. We define on these lines M1 and M2 points P1 and P2, having a radial distance dp1 and dp2, respectively, to the axis of revolution AR equal to the minimum distance that the ply portions geometrically located axially outward from the beads 442 a,442 b, respectively, can be from the AR. This minimal distance is itself limited by rim diameter and other design considerations, such as bead compression values. The plyline PL, defined by the present invention, includes points P1 and P2.

From points P1 and P2 to a radial distance r1, r2, respectively, away from the axis of rotation AR, the plyline PL of the new inventive tire extends radially outward from the axis of rotation in such a way that it cannot axially deviate from lines M1 and M2 by more than a distance “d3,d4 respectively of 0 mm to 5 mm, and preferably 0 mm to 3 mm. The radial distances r1 and r2 are defined as having values that exceeds the distances dp1 and dp2, respectively, from the axis of rotation AR to the point P1, P2 by a value of about 30% to 70% of the section height SH, and preferably a value of 40% to 60% of SH. From the points r1 and r2, the plyline PL joins the crown area or portion CP (the portion between the tread and the sidewalls) following a path that doesn't have any inflexion point. The resulting new tire 440 has a much shorter sidewall, as compared with the prior art tire design, see FIG. 3A.

It is an aspect of the present invention to improve the load carrying capacity (LCC) of a given pneumatic tire size by means other than increasing the tire volume or pressure, therefore modifying the α (alpha) and β (beta) coefficients in the ETRTO calculation of LCC. (Increasing the LCC is comparable to increasing the load index (LI) which is determined by the Tire and Rim Association.) The inventive pneumatic tire design and its variations which are presented hereinbelow achieve this, thereby allowing an improved LCC for existing tire and rim sizes, or allowing smaller tires to be utilized on vehicles wherein the new smaller tires have the same or a better LCC compared to the original vehicle tires. The “smaller” tires of this invention may have several embodiments. Two examples to which the present invention is not limited are illustrated in comparison to a conventional tire, in FIGS. 3A and 3B.

a) For example, as shown in FIG. 3A, the new smaller tire 340A could have the same outside diameter and same section width as the original tire 110, but would have a smaller section height and correspondingly larger wheel and rim diameter. Although the overall dimensions of the wheel/rim/tire assembly remain generally the same for the purposes of fitting in the vehicle's wheel well and also for maintaining vehicle ground clearance, the larger wheel/rim diameter allows for larger, more efficient brakes and/or better brake convection cooling.

b) In a second example, as shown in FIG. 3B, the new tire 340B could have a smaller outside diameter compared to the original tire 110, while maintaining the same section width and wheel and rim diameter as the original tire.

The calculation of load carrying capacity LCC is based on the assumption that tire durability is a function of tire sidewall deflection. In particular, critical percent deflection limits have been established for various tire categories. The LCC for a given tire is then the load which will cause the tire to deflect to the critical percent deflection limit for that tire. Empirical testing on tires made according to the teachings of the present invention has shown that the inventive tire exhibits less percent deflection for a given load than the prior art tire that it replaces. This is believed to be due to inventive characteristics which improve both the structural support and pneumatic support.

The pneumatic support theory is based on the following equation [1], which is illustrated in FIG. 1A:

t∝(P/2) (1−(R _(m) /R _(t))²)  [1]

where t is the radial tension in the sidewalls, the symbol “∝” means “proportional to”, P is the tire fill pressure (gauge), R_(t) is the radial distance from the tire axis A to the interior surface of the tread area, and R_(m) is the radial distance from the tire axis A to the point where the sidewall section width is at a maximum. In FIG. 1A, the radial tension lines t are illustrated as radial arrows in the side view 190 of a generic tire. The tire axis is shown as the line A, and a load bearing surface S is shown below the tire which in view 190 is compressed against the surface S. Views 191, 192, 193, and 194 are schematic representations of partial cross-sections of tires, showing various radial distances, including R_(b) which is a radial distance from the tire axis A to the portion of the bead/sidewall area 198 which is immediately radially outward of the rim flange and therefore able to flex.

In an unloaded tire at a given pressure P, the radial distances Rt are equal in all directions and the radial distances Rm are equal in all directions, therefore the tension t is the same everywhere. View 191 shows the relative radial distances for an unloaded/uncompressed portion of a tire. As seen in views 190 and 192 of the same tire as view 191, when the tire is loaded by a weight W, the weight W compresses the tire against a load bearing surface S causing deflection mainly in the lower portion of the tire, reducing the tread radius R_(t) to a compressed tread radius R_(t)(c) and reducing the max sidewall radius R_(m) to a compressed max sidewall radius R_(m)(c). It can be mathematically proven that for any given tire compression which reduces the tread radius R_(t) by a certain percentage, the corresponding percent reduction of the max sidewall radius R_(m) will always be less. Therefore the ratio (R_(m)/R_(t))² in equation [1] will increase when the tire is compressed, thereby reducing the tension t in the sidewalls of the lower half of the tire. It can be seen that the sum (integral) of the vertical components of the tensions t in the upper half of the tire (graphically represented by the height of the arrow 197) exceeds that of the tensions t in the lower half of the tire, thereby creating a net upward force to counterbalance the downward force W of the load W on the tire.

The present invention takes advantage of the result of changing the contour of a tire in a way which places the maximum sidewall width very close to the bead area of a tire, for example as illustrated in views 193 and 194 of FIG. 1A showing partial cross sections of a tire made according to the present invention. View 193 shows an uncompressed portion of the inventive tire, having tread radius R′_(t) which is roughly equivalent to the tread radius R_(t) of the conventional tire shown in view 191, and having a max sidewall radius R′_(m) which is essentially equal to the bead area radius R_(b) and is therefore smaller than the max sidewall radius R_(m) of the conventional tire shown in view 191. In view 194, the tire has been compressed the same amount to a compressed tread radius R′_(t)(c) which is roughly equivalent to the compressed tread radius R_(t)(c) of the compressed conventional tire shown in view 192. As the sidewall of the compressed inventive tire in view 194 bulges under compression, the maximum sidewall radius cannot decrease, and may actually increase as shown to a compressed max sidewall radius R′_(m)(c) which is larger than the max sidewall radius R′_(m) of the uncompressed inventive tire. As a result, the ratio (R_(m)/R_(t))² in equation [1] will increase to a value (R′_(m)(c)/R′_(t)(c))² for the inventive tire, a value which is greater than the value (R_(m)(c)/R_(t)(c))² for the conventional tire having the same tread radius compression (R′_(t)(c)=R_(t)(c)). Thus the tension t in the compressed sidewalls of the inventive tire will be reduced by a greater amount than the corresponding tension t reduction in the conventional tire sidewalls which are compressed by the same amount. This greater reduction in tension t in the lower half of a loaded inventive tire means that the load weight W required to produce the compression to a tread radius R′_(t)(c) is correspondingly greater than the load weight W required to produce the compression to an equal tread radius R_(t)(c) in the conventional tire. Alternatively, the same load weight W will produce a smaller compression (or percent deflection) in the inventive tire compared to the conventional tire. This translates to a higher load carrying capacity for the inventive tire.

The above theory is simplified, and does not include the effects of sidewall and tread area stiffness.

Preferred Embodiment of the Present Invention

Referring now to FIG. 2A, a preferred embodiment of the present invention is illustrated as a partial cross section of a tire 240 mounted on a conventionally-shaped wheel rim 211. The rim 211 (compare 111) has the same general shape as the standard rim 111, including same-shaped bead seats 221 a, 221 b, and same-shaped flanges 213 a, 213 b with axially extending portions 234 a, 234 b. However, the rim 211 for the tire 240 of this invention has a rim width Wr′ which is approximately 1 to 3 inches (25.4-76.2 mm) wider than the rim width Wr of the standard rim 111. As detailed hereinbelow, various embodiments of the present invention may also require rim diameters Dr′ which are different from the standard rim diameter Dr of the standard rim 111.

The tire 240 has a tread area 212 comprising a ground contacting tread 214 having two tread shoulders 216 a, 216 b and a circumferential belt structure 218 located radially inward of the tread 214. The tire 240 has two bead areas 220 a, 220 b, each bead area having an inextensible metal wire bead 224 a, 224 b, a bead base 222 a, 222 b ending in a bead toe 223 a, 223 b which is axially and radially inward from the bead 224 a, 224 b, and an interior reinforcement 241 a, 241 b radially outward of the bead 224 a, 224 b. Some optional elements of the bead area 220 a, 220 b are not shown, but may include such common elements as chafers, chippers, and flippers. Elastomeric sidewalls 226 a, 226 b extend radially outward from the bead areas 220 a, 220 b respectively, to the tread shoulders 216 a, 216 b respectively. The tire 240 has a carcass structure 228 comprising an interior wall 231, and at least one cord reinforced elastomeric ply 230 extending radially outward from each bead area 220 a, 220 b through the sidewalls 226 a, 226 b respectively, and traversing the tread area 212 radially inward of the belt structure 218. From the sidewall 226 a, 226 b, the ply 230 extends radially inward around the bead 224 a, 224 b, first passing axially inward of the bead 224 a, 224 b, then passing radially inward of the bead 224 a, 224 b, then passing axially outward of the bead 224 a, 224 b, and finally extending radially outward to a turned up end 232 a, 232 b located axially outward of the main portion of the ply 230 and radially outward of the bead 224 a, 224 b. The bead areas 220 a, 220 b are shaped for compatibility with the conventionally-shaped bead seat 221 a, 221 b and flange 213 a, 213 b portions of the wheel rim 211, including an axially extending portion 234 a, 234 b of each rim flange 213 a, 213 b. An optional rim flange protector 242 a, 242 b may be provided on one or both of the sidewalls 226 a, 226 b near the bead areas 220 a, 220 b of the tire 240, the rim flange protector 242 a, 242 b comprising a preferably continuous circumferential elastomeric projection extending axially outward from each bead/sidewall area 220 a/226 a, 220 b/226 b thereby extending radially outward of the rim flange 213 a, 213 b, and axially outward to at least the outermost edge of the axially extending portion 234 a, 234 b of each rim flange 213 a, 213 b of the conventionally-shaped wheel rim 211.

The most significant feature of the present invention concerns the ply line in the bead area and sidewall area which are limited to the definition described above with reference to FIGS. 4A and 4B. The features of the present invention are illustrated in a first embodiment 240 in FIG. 2A showing both sides of the tire 240 in partial cross section, and in FIG. 5A showing details of a cross section of the right-hand bead area 220 b and nearby portions of the sidewall 226 b and rim 211. It is a feature of the present invention that, in a properly mounted and inflated tire 240, the at least one ply 230 has a ply line PL′ that extends radially outward from the bead 224 a, 224 b at an angle φof approximately 80° to approximately 100° with respect to the arial direction, as shown in FIGS. 5A, 5B, 5C. The at least one ply 230 extends through the sidewall 226 a, 226 b to the tread shoulder 216 a, 216 b with a generally continuous curvature so that the maximum tire width (where the section width SW′ is measured) is radially close to the bead 224 a, 224 b, preferably immediately radially outward of the flange 213 a, 213 b. As illustrated in FIG. 5A, the angle φ is measured between the ply line 562 and an axial line A, and the angle φ opens radially outward. In order to achieve this inventive ply line PL′ with an axially outside ply turnup end 232 a, 232 b, there is no center apex (compare center apex 125 a, 125 b in FIG. 1). Thus, the main portion of the ply 230 is closely wrapped around the bead 224 a, 224 b and is placed close to the outside of the sidewall 226 a, 226 b, and is substantially parallel and closely adjacent to the ply turnup end 232 a, 232 b. To hold the ply 230 in position in the bead area 220 a, 220 b, the bead area and at least a portion of the sidewall area radially outward of the bead 224 a, 224 b and between the ply 230 and the interior carcass wall 231 is at least partially filled with an elastomeric reinforcement, i.e., reinforcement element 241 a, 241 b. In the preferred embodiment, the inventive tire 240 has approximately the same section width SW′ as the section width SW of the prior art tire 110. This can be achieved by increasing the rim width to a new dimension Wr′ which is suitably greater than the rim width Wr of the prior art tire 110. The reinforcement element 241 a, 241 b is a polymeric material selected from the group comprising thermoset plastics, thermoplastic elastomers and thermoplastics. For a typical elastomer, the material has a Modulus of about 3-300 Mpa. The reinforcement element can incorporate randomly or otherwise aligned fibers, such as aramid, nylon, rayon, polyester, of various lengths, or by the addition of filler materials, such as polyethylene, cellulose, chosen to adjust the properties of stiffness. Although the tire sidewall 226 a, 226 b near the bead area 220 a,220 b is substantially straight (on a mounted and inflated tire), the interior reinforcement 241 a, 241 b is preferably shaped to produce a uniformly curved interior surface 231, thereby encouraging normal flows of elastomer during the tire curing process.

Other than the wider rim width Wr′, the rim 211 to be used for the inventive tire 240 is conventionally shaped, substantially the same as the rim 111 of the prior art, and is presently available commercially. The conventionally shaped rim 211 has a rim bead seat angle “α” of approximately 0° to approximately 15° but most commonly approximately 5°, wherein the angle α opens axially and radially outward and is formed between a rim bead seat line 560 and an axial line A. The conventionally shaped rim 211 also has a rim flange angle γ of approximately 0° to approximately 15° but most commonly approximately 0°, wherein the angle γ opens axially and radially outward and is formed between a rim flange line 564 and a radial line R. The rim flange line 564 is tangent to a flat portion of the inside surface of the flange 213 a, 213 b immediately after a radiused “heel” corner which joins the rim bead seat 221 a, 221 b to the flange 213 a, 213 b. Although the rim 211 and tire 240 are illustrated with perfectly parallel mating surfaces, it should be understood that the drawings herein are idealizations, and that in reality, the tire and rim surfaces may only approximately conform with each other. The elastomeric material and any optional elements in the bead area 220 a, 220 b or sidewalls 226 a, 226 b, such as chafers, chippers, flippers and sidewall inserts (not shown) are suitably shaped so that the bead base 222 a, 222 b approximately conforms to the rim 211 bead seat 221 a, 221 b and flange 213 a, 213 b angles and dimensions while maintaining the ply line 562 of the present invention as described hereinabove.

The tire 240 of the present invention is, for example, a P205/40R18 tire of the inventive design and the rim 211 is, for example, a conventionally-shaped and commercially available 8.0J18H2 rim wherein the “J” denotes the shape of the flanges 213 a, 213 b, and the “H2” denotes the shape of the remainder of the rim 211. The exemplary tire 240 and rim 211 are considered suitable replacements for the exemplary P205/55R16 tire 110 and the 6.5J15H2 rim 111 of the prior art. The tire 240 has an outside diameter of approximately 24.8 inches (630 mm) which is comparable to the outside diameter of the exemplary P205/55R16 prior art tire 110. The exemplary inventive P205/40R18 tire 240 and the corresponding exemplary 8.0J18H2 commercial rim 211 measurements are approximately as follows: rim width (Wr′) is 8.0 inches (203 mm); rim diameter (Dr′) is 18 inches (462 mm); section width (SW′) is 8.07 inches (205 mm) which is the same as the section width (SW) of the exemplary P205/55R16 tire 110; section height (SH) is 3.40 inches (86 mm). The aspect ratio calculates to 100(86/205)=42 or approximately 40%. Because of the inventive design, the load carrying capacity LCC is approximately 615 kg at 2.5 bar (load index LI=91) which is the same as the P205/55R16 tire 110 being replaced, and which is an improvement over an LI of approximately 83 for a typical prior art P205/40R18.

Alternate Embodiments with Inside Ply Turnup

Referring now to FIG. 2B, an alternate embodiment of the present invention is illustrated as a partial cross section of a tire 240′ mounted on a conventionally-shaped wheel rim 211. The alternate embodiment 240′ differs from the preferred embodiment 240 primarily in the way the at least one ply 230′ (compare 230) wraps around the beads 224 a, 224 b.

The rim 211 has the same general shape as the standard rim 111, including same-shaped bead seats 221 a, 221 b, and same-shaped flanges 213 a, 213 b with axially extending portions 234 a, 234 b, however the rim 211 for the tire 240 of this invention has a rim width Wr′ which is generally wider than the rim width Wr of the standard rim 111. As detailed hereinbelow, various embodiments of the present invention may also require rim diameters Dr′ which are different from the standard rim diameter Dr of the standard rim 111.

The tire 240′ has a tread area 212 comprising a ground contacting tread 214 having two tread shoulders 216 a, 216 b and a circumferential belt structure 218 located radially inward of the tread 214. The tire 240 has two bead areas 220 a′, 220 b′, each bead area having a bead 224 a, 224 b, a bead base 222 a, 222 b ending in a bead toe 223 a, 223 b which is axially and radially inward from the bead 224 a, 224 b, and an interior elastomeric reinforcement 241 a′, 241 b′ radially outward of the bead 224 a, 224 b. Some optional elements of the bead area 220 a′, 220 b′ are not shown, but may include such common elements as chafers, chippers, and flippers. Elastomeric sidewalls 226 a, 226 b extend radially outward from the bead areas 220 a′, 220 b′ respectively, to the tread shoulders 216 a, 216 b respectively. The tire 240′ has a carcass structure 228′ comprising an interior wall 231, and at least one cord reinforced elastomeric ply 230′ extending radially outward from each bead area 220 a′, 220 b′ through the sidewalls 226 a, 226 b respectively, and traversing the tread area 212 radially inward of the belt structure 218. From the sidewall 226 a, 226 b, the ply 230′ extends radially inward around the bead 224 a, 224 b, first passing axially outward of the bead 224 a, 224 b, then passing radially inward of the bead 224 a, 224 b, then passing axially inward of the bead 224 a, 224 b, and finally extending radially outward to a turned up end 232 a′, 232 b′ located axially outward of the main portion of the ply 230′ and radially outward of the bead 224 a, 224 b. The bead areas 220 a′, 220 b′ are shaped for compatibility with the conventionally-shaped bead seat 221 a, 221 b and flange 213 a, 213 b portions of the wheel rim 211, including an axially extending portion 234 a, 234 b of each rim flange 213 a, 213 b. An optional rim flange protector 242 a, 242 b may be provided on one or both of the sidewalls 226 a, 226 b near the bead areas 220 a′, 220 b′ of the tire 240′, the rim flange protector 242 a, 242 b comprising a preferably continuous circumferential elastomeric projection extending axially outward from each bead/sidewall area 220 a′/226 a, 220 b′/226 b thereby extending radially outward of the rim flange 213 a, 213 b, and axially outward to at least the outermost edge of the axially extending portion 234 a, 234 b of each rim flange 213 a, 213 b of the conventionally-shaped wheel rim 211.

Important features of the alternate embodiment 240′ of the present invention concern the ply line and the relative positioning of any reinforcing elastomeric material in the bead area and sidewall area, and also concern the relative positioning of the ply turnup ends 232 a′, 232 b′. The features are illustrated in FIG. 2B which shows both sides of the tire 240′ in partial cross section, and in FIG. 5B showing details of a cross section of the right-hand bead area 220 b′ and nearby portions of the sidewall 226 b and rim 211. It is a feature of the present invention that, in a properly mounted and inflated tire 240′, the at least one ply 230′ has a ply line 562 which extends radially outward from the bead 224 a, 224 b at an angle φ of approximately 80° to approximately 100° with respect to the arial direction. The at least one ply 230′ extends through the sidewall 226 a, 226 b to the tread shoulder 216 a, 216 b with a generally continuous curvature so that the maximum tire width (where the section width SW′ is measured) is radially close to the bead 224 a, 224 b, preferably immediately radially outward of the flange 213 a, 213 b. As illustrated in FIG. 5B, the angle φ is measured between the ply line 562 and an axial line A, and the angle φ opens axially and radially outward. As in the preferred embodiment 240, in order to achieve this inventive ply line, there is no center apex (compare center apex 125 a, 125 b in FIG. 1). In contrast with the tire 240 of the preferred embodiment, the tire 240′ of the alternate embodiment of the invention utilizes a reversed ply turnup to assist in suitable placement of the ply 230′ and the ply line 562. Again, the details of the plyline location according to the present invention are discussed hereinbefore with regard to description of FIGS. 4A and 4B. Thus, the main portion of the ply 230′ extends with a substantially straight ply line 562 radially inward through each sidewall 226 a, 226 b close to the outside of the sidewall 226 a, 226 b, and passes axially outward of the bead 224 a, 224 b, and then is closely wrapped around the bead 224 a, 224 b to end at the ply turnup end 232 a′, 232 b′ which is axially inward of the main portion of the ply 230′ and substantially parallel and closely adjacent to the main portion of the ply 230′. To hold the ply 230′ in position in the bead area 220 a′, 220 b′, the bead area and at least a portion of the sidewall area radially outward of the bead 224 a, 224 b and between the ply turnup end 232 a′, 232 b′ and the interior carcass wall 231 is at least partially filled with an elastomeric reinforcement, i.e., reinforcement element 241 a′, 241 b′. If, as shown in FIG. 2B, the interior reinforcement 241 a′, 241 b′ extends radially outward beyond the ply turnup end 232 a′, 232 b′, then the interior reinforcement 241 a′, 241 b′ also lies between the ply 230′ and the interior carcass wall 231. In the preferred embodiment, the inventive tire 240′ has approximately the same section width SW′ as the section width SW of the prior art tire 110. This can be achieved by increasing the rim width to a new dimension Wr′ which is suitably greater than the rim width Wr of the prior art tire 110. The interior reinforcement 241 a′, 24 1 b′ is a polymeric material selected from the group comprising thermoset plastics, thermoplastic elastomers and thermoplastics. For a typical elastomer, the material has a Modulus of about 3-300 Mpa. The reinforcement element can incorporate randomly or otherwise aligned fibers, such as aramid, nylon, rayon, polyester, of various lengths, or by the addition of filler materials, such as polyethylene, cellulose, chosen to adjust the properties of stiffness. Although the tire sidewall 226 a, 226 b near the bead areas 220 a′, 220 b′ is substantially straight (on a mounted and inflated tire), the interior reinforcement 241 a, 241 b are preferably shaped to produce a uniformly curved interior surface 231, thereby encouraging normal flows of elastomer during the tire curing process.

Other than the wider rim width Wr′, the rim 211 to be used for the inventive tire 240′ is conventionally shaped, substantially the same as the rim 111 of the prior art, and is presently available commercially. The conventionally shaped rim 211 has a rim bead seat angle α of approximately 0° to approximately 15° but most commonly approximately 5°, wherein the angle α opens axially and radially outward and is formed between a rim bead seat line 560 and an axial line A. The conventionally shaped rim 211 also has a rim flange angle γ of approximately 0° to approximately 15° but most commonly approximately 0°, wherein the angle γ opens axially and radially outward and is formed between a rim flange line 564 and a radial line R. The rim flange line 564 is tangent to a flat portion of the inside surface of the flange 213 a, 213 b immediately after a radiused “heel” corner which joins the rim bead seat 221 a, 221 b to the flange 213 a, 213 b. The elastomeric material and any optional bead area 220 a′, 220 b′ or sidewall 226 a, 226 b elements such as chafers, chippers, flippers and sidewall inserts (not shown) are suitably shaped so that the bead base 222 a, 222 b approximately conforms to the rim 211 bead seat 221 a, 221 b and flange 213 a, 213 b angles and dimensions while maintaining the ply line 562 of the present invention as described hereinabove.

A variation of the reversed ply turnup and reinforcement construction of the tire 240′ forms a second alternate embodiment 240″ of the present invention, and is illustrated in FIG. 5C. The features illustrated in FIG. 5C are those seen in a cross section of a right-hand portion of the tire 240″ including the bead area and nearby portions of the sidewall and rim. It should be understood that the corresponding left-hand portion (not shown) of the tire 240″ is substantially a mirror image of the right-hand portion of the tire 240″ which is illustrated in FIG. 5C and described hereinbelow. Comparing FIG. 5C with FIGS. 1 and 5B, it can be seen that the main difference for the second alternate tire embodiment 240″ is in the relative positioning of the reverse ply turnup end 232 b″ (compare 232 b′) and of surrounding elements 525 b, 344 b (compare 125 b, 241 b′).

The rim 211 in FIG. 5C is generally the same as the rim 211 illustrated in FIGS. 5A and 5B, including same-shaped bead seats 221 a, 221 b, and same-shaped flanges 213 a, 213 b with axially extending portions 234 a, 234 b.

The illustrated portion of the tire 240″ has a bead area 220 b″ having a metal wire bead 224 b, a bead base 222 b ending in a bead toe 223 b which is axially and radially inward from the bead 224 b, and a center reinforcement 525 b radially outward of the bead 224 b. Some optional elements of the bead area 220 b″ are not shown, but may include such common elements as chafers, chippers, and flippers. An elastomeric sidewall 226 b extends radially outward from the bead area 220 b″. The tire 240″ has a carcass structure 228″ comprising an interior wall 231, and at least one cord reinforced elastomeric ply 230″ extending radially outward from the bead area 220 b″ and through the sidewall 226 b. From the sidewall 226 b, the ply 230″ extends radially inward around the bead 224 b, first passing axially outward of the bead 224 b, then passing radially inward of the bead 224 b, then passing axially inward of the bead 224 b, and finally extending radially outward to a turned up end 232 b″ located axially inward of the main portion of the ply 230″ and radially outward of the bead 224 b. The bead area 220 b″ is shaped for compatibility with the conventionally-shaped bead seat 221 b and flange 213 b portions of the wheel rim 211, including an axially extending portion 234 b of each rim flange 213 b.

Important features of the second alternate embodiment 240″ of the present invention concern the ply line and the relative positioning of any reinforcing elastomeric material in the bead area and sidewall area, and also concern the relative positioning of the ply turnup ends. The features are illustrated in FIG. 5C which shows details of a cross section of the right-hand bead area 220 b″ and nearby portions of the sidewall 226 b and rim 211. It is a feature of the present invention that, in a properly mounted and inflated tire 240″, the at least one ply 230″ has a ply line 562 which extends radially outward from the bead 224 b at an angle φ of approximately 80° to approximately 100° with respect to the arial direction and incorporating the limitations to the crown portion as described herein before with regard to FIGS. 4A and 4B. The at least one ply 230″ extends through the sidewall 226 b with a generally continuous curvature so that the maximum tire width (where the section width SW′ is measured) is radially close to the bead 224 b, preferably immediately radially outward of the flange 213 b. As illustrated in FIG. 5C, the angle φ is measured between the ply line 562 and an axial line A, and the angle φ opens radially outward. Because the second alternate embodiment of the invention 240″ utilizes a ply turnup which is unconventionally reversed to place the ply turnup end 232 b″ axially inside relative to the main portion of the ply 230″, the inventive ply line 562 can be achieved regardless of the positioning of the reversed ply turnup end 232 b″. In contrast with the alternate embodiment of the invention 240′, the second alternate embodiment 240″ employs a center reinforcement 525 b placed between the main portion of the ply 230″ and the reversed turnup portion of the ply 230″ which ends at the reversed ply turnup end 232 b″. Depending on the contour of the interior carcass wall 231, there may be a need for additional elastomeric filler or reinforcement material (i.e., an interior apex 344 b) in the area between the ply turnup end 232 b″ and the interior carcass wall 231. If, as shown in FIG. 5C, the interior reinforcement 344 b extends radially outward beyond the ply turnup end 232 b″, then the interior reinforcement 344 b also lies between the ply 230″ and the interior carcass wall 231. The center reinforcement 525 b and the interior reinforcement 344 b comprise an elastomeric material, such as a polymeric material selected from the group comprising thermoset plastics, thermoplastic elastomers and thermoplastics. For a typical elastomer, the material has a Modulus of about 3-300 Mpa. The reinforcement element can incorporate randomly or otherwise aligned fibers, such as aramid, nylon, rayon, polyester, of various lengths, or by the addition of filler materials, such as polyethylene, cellulose, chosen to adjust the properties of stiffness. Although the tire sidewall 226 b near the bead area 220 b″ is substantially straight (on a mounted and inflated tire), the reinforcing element 344 b is preferably shaped to produce a uniformly curved interior surface 231, thereby encouraging normal flows of elastomer during the tire curing process.

Other than the wider rim width Wr′, the rim 211 to be used for the inventive tire 240″ is conventionally shaped, substantially the same as the rim 111 of the prior art, and is presently available commercially. The conventionally shaped rim 211 has a rim bead seat angle α of approximately 0° to approximately 15° but most commonly approximately 50, wherein the angle α opens axially and radially outward and is formed between a rim bead seat line 560 and an axial line A. The conventionally shaped rim 211 also has a rim flange angle γ of approximately 0° to approximately 15° but most commonly approximately 0°, wherein the angle γ opens axially and radially outward and is formed between a rim flange line 564 and a radial line R. The rim flange line 564 is tangent to a flat portion of the inside surface of the flange 213 a, 213 b immediately after a radiused “heel” corner which joins the rim bead seat 221 a, 221 b to the flange 213 a, 213 b. The elastomeric material and any optional bead area 220 b″ or sidewall 226 b elements such as chafers, chippers, flippers and sidewall inserts (not shown) are suitably shaped so that the bead base 222 b approximately conforms to the rim 211 bead seat 221 a, 221 b and flange 213 a, 213 b angles and dimensions while maintaining the ply line 562 of the present invention as described hereinabove.

Alternate Embodiment for Extended Mobility Technology (EMT) Tires

Another alternate embodiment of the present invention includes incorporation of extended mobility technology (EMT) also known as self-supporting technology—i.e., a pneumatic tire designed to function acceptably well for a limited vehicle speed and mileage after the EMT tire has lost most or all of its inflation pressure (“flat”). A particular sidewall and tread shoulder design are presented hereinbelow as a means of illustrating a preferred EMT embodiment of the present invention, but the invention is not limited to this particular embodiment.

Referring now to FIG. 6, a preferred EMT embodiment of the present invention is illustrated as a partial cross section of a tire 650 mounted on a conventionally-shaped wheel rim 611. The rim 611 has the same general shape as the standard rim 111 (also 211), including same-shaped bead seats 621 a, 621 b, and same-shaped flanges 613 a, 613 b with axially extending portions 634 a, 634 b, however the rim 611 for the tire 650 of this invention has a rim width Wr″ which is approximately 1 to 3 inches (25.4-76.2 mm) wider than the rim width Wr of the standard rim 111. As detailed hereinabove, various embodiments of the present invention may also require rim diameters Dr″ which are different from the standard rim diameter Dr of the standard rim 111.

The tire 650 has a tread area 612 comprising a ground contacting tread 614 having two tread shoulders 616 a, 616 b and a circumferential belt structure 618 located radially inward of the tread 614. The tread shoulders 616 a, 616 b are optionally extended axially outward somewhat as shown, in order to enhance the EMT tire 650 performance while running on low to zero inflation pressures, i.e. running flat. The tire 650 has two bead areas 620 a, 620 b, each bead area having a wire bead 624 a, 624 b, a bead base 622 a, 622 b ending in a bead toe 623 a, 623 b which is axially and radially inward from the bead 624 a, 624 b, and an interior reinforcement 652 a, 652 b radially outward of the bead 624 a, 624 b. Some optional elements of the bead area 620 a, 620 b are not shown, but may include such common elements as chafers, chippers, and flippers. Elastomeric sidewalls 626 a, 626 b extend radially outward from the bead areas 620 a, 620 b respectively, to the tread shoulders 616 a, 616 b respectively. The tire 650 has a carcass structure 628 comprising an interior wall 631, and at least one cord reinforced elastomeric ply 630 extending radially outward from each bead area 620 a, 620 b through the sidewalls 626 a, 626 b respectively, and traversing the tread area 612 radially inward of the belt structure 618. From the sidewall 626 a, 626 b, the ply 630 extends radially inward around the bead 624 a, 624 b, first passing axially inward of the bead 624 a, 624 b, then passing radially inward of the bead 624 a, 624 b, then passing axially outward of the bead 624 a, 624 b, and finally extending radially outward to a turned up end 632 a, 632 b located axially outward of the main portion of the ply 630 and radially outward of the bead 624 a, 624 b. The bead areas 620 a, 620 b are shaped for compatibility with the conventionally-shaped bead seat 621 a, 621 b and flange 613 a, 613 b portions of the wheel rim 611, including an axially extending portion 634 a, 634 b of each rim flange 613 a, 613 b. An optional rim flange protector 642 a, 642 b may be provided on one or both of the sidewalls 626 a, 626 b near the bead areas 620 a, 620 b of the tire 650, the rim flange protector 642 a, 642 b comprising a preferably continuous circumferential elastomeric projection extending axially outward from each bead/sidewall area 620 a/626 a, 620 b/626 b thereby extending radially outward of the rim flange 613 a, 613 b, and axially outward to at least the outermost edge of the axially extending portion 634 a, 634 b of each rim flange 613 a, 613 b of the conventionally-shaped wheel rim 611.

Important features of the present invention concern the ply line and the relative positioning of any apex or reinforcing elastomeric material in the bead area and sidewall area. The features are illustrated in the EMT embodiment 650 in FIG. 6 showing both sides of the tire 650 in partial cross section, and in FIG. 5A showing details of a cross section of the right-hand bead area 220 b and nearby portions of the sidewall 226 b and rim 211. It is a feature of the present invention that, in a properly mounted and inflated tire 650, the at least one ply 630 has a ply line 662 which extends radially outward from the bead 624 a, 624 b at an angle φ of approximately 80° to approximately 100°with respect to the arial direction. As explained hereinbefore, the plyline location according to the present invention is defined with regard to description of FIGS. 4A and 4B. The at least one ply 630 extends through the sidewall 626 a, 626 b to the tread shoulder 616 a, 616 b with a generally continuous curvature so that the maximum tire width (where the section width SW″ is measured) is radially close to the bead 624 a, 624 b, preferably immediately radially outward of the flange 613 a, 613 b. As illustrated in FIG. 5A, the angle φ is measured between the ply line 562 and an axial line A, and the angle φ opens radially outward. In order to achieve this inventive ply line with an axially outside ply turnup end 632 a, 632 b, there is no center apex (compare center apex 125 a, 125 b in FIG. 1). Thus the main portion of the ply 630 is closely wrapped around the bead 624 a, 624 b and is placed close to the outside of the sidewall 626 a, 626 b, and is substantially parallel and closely adjacent to the ply turnup end 632 a, 632 b. To hold the ply 630 in position in the bead area 620 a, 620 b, the bead area and at least a portion of the sidewall area radially outward of the bead 624 a, 624 b and between the ply 630 and the interior carcass wall 631 is at least partially filled with an elastomeric reinforcement 652 a, 652 b.

An added function of the reinforcement element 652 a, 652 b in an EMT tire is to provide support for the loaded tire 650 when it is running flat. For run-flat usage, the interior reinforcement element 652 a, 652 b is preferably made of elastomeric material designed to reinforce the sidewalls 626 a, 626 b of the EMT tire 650, especially during run-flat or extended mobility running. The elastomeric material of which the interior reinforcements 652 a, 652 b are made preferably has low hysteresis with a hot rebound in the range of about 70 to about 90 and preferably about 80 to about 90, to inhibit the buildup of heat during both normal inflated operation and, especially, during run-flat operation when flexure of the apex/reinforcements 652 a, 652 b is greatest. If the hot rebound were lower than 55, the material would have a tendency to burn during run-flat operation. The elastomeric material has a Shore A hardness of about 70 to about 80, a Modulus of about 5 to about 9 Mpa and a Hot Rebound (100E C) of about 70 to about 90. However, it is recognized by the inventor that the elastomeric material of which the reinforcements 652 a, 652 b are made might have its properties further adjusted and controlled by means of the incorporation of randomly or otherwise aligned fibers, such as aramid, nylon, rayon, polyester, of various lengths, or by the addition of filler materials, such as polyethylene, or cellulose, chosen to adjust the properties of stiffness.

Although the tire sidewall 626 a, 626 b near the bead area 620 b is substantially straight (on a mounted and inflated tire), the interior support 652 a, 652 b is preferably shaped to produce a uniformly curved interior surface 631, thereby encouraging normal flows of elastomer during the tire curing process. Other characteristics of the interior support 652 a, 652 b shape as well as the remainder of the tire carcass structure 628 are optionally determined according to the requirements of an extended mobility tire, and are not the subject of the present invention.

In the preferred EMT embodiment, the inventive tire 650 has approximately the same section width SW″ as the section width SW of the prior art tire 110. This can be achieved by increasing the rim width to a new dimension Wr″ which is suitably greater than the rim width Wr of the prior art tire 110. Other than the wider rim width Wr″, the rim 611 to be used for the inventive tire 650 is conventionally shaped, substantially the same as the rim 111 of the prior art, and is presently available commercially. The conventionally shaped rim 611 has a rim bead seat angle α of approximately 0° to approximately 15° but most commonly approximately 5°, wherein the angle α opens axially and radially outward and is formed between a rim bead seat line 560 and an axial line A. The conventionally shaped rim 611 also has a rim flange angle γ of approximately 0° to approximately 15° but most commonly approximately 0°, wherein the angle γ opens axially and radially outward and is formed between a rim flange line 564 and a radial line R. The rim flange line 564 is tangent to a flat portion of the inside surface of the flange 613 a, 613 b immediately after a radiused “heel” corner which joins the rim bead seat 621 a, 621 b to the flange 613 a, 613 b. The elastomeric material and any optional bead area 620 a, 20 b or sidewall 626 a, 626 b elements such as chafers, chippers, flippers and sidewall inserts (not shown) are suitably shaped so that the bead base 622 a, 622 b approximately conforms to the rim 611, bead seat 621 a, 621 b and flange 613 a, 613 b angles and dimensions while maintaining the ply line 562 of the present invention as described hereinabove with reference to FIGS. 4A and 4B.

The tire 650 of the present invention is, for example, an EMT version of a P205/40R18 tire of the inventive design and the rim 611 is, for example, a conventionally-shaped and commercially available 8.0J18H2 rim wherein the “J” denotes the shape of the flanges 613 a, 613 b, and the “H2” denotes the shape of the remainder of the rim 611. The exemplary tire 650 and rim 611 are considered suitable replacements for the exemplary P205/55R16 tire 110 and the 6.5J15H2 rim 111 of the prior art. The tire 650 has an outside diameter of approximately 24.8 inches (630 mm) which is comparable to the outside diameter of the exemplary P205/55R16 prior art tire 110. The exemplary inventive P205/40R18 tire 650 and the corresponding exemplary 8.0J18H2 commercial rim 611 measurements are approximately as follows: rim width (Wr″) is 8.0 inches (203 mm); rim diameter (Dr″) is 18 inches (462 mm); section width (SW″) is 8.07 inches (205 mm) which is the same as the section width (SW) of the exemplary P205/55R16 tire 110; section height (SH) is 3.40 inches (86 mm). The aspect ratio calculates to 100(86/205)=42 or approximately 40%. Because of the inventive design, the load carrying capacity LCC is approximately 615 kg which is the same as the P205/55R16 tire 110 being replaced, and which is an improvement over a LCC of approximately 487 kg (load index LI=83) for a typical prior art P205/40R18.

ALTERNATIVE BEAD CONSTRUCTION

As shown in FIG. 7, there is disclosed a tire construction which can alter the performance of a tire 746, that is to keep the plyline PL′″ close to the mold all the way down to the bead seat 749 a, 749 b of the bead area 750 a, 750 b. That is, to improve on the tire construction as shown in FIGS. 2A, 4A,4B,5A and 6, and as described hereinbefore, a triangular shaped bead 752 a,752 b can replace the rectangular beads 224, 624 b or the circular beads 442. As discussed in more detail below, the triangular shaped beads 752 a,752 b allow the natural ply line PL′″ to extend along the side 754 a, 754 b of the triangular shaped beads instead of ending at the intersection with the radially outward side of the beads as in the rectangular and circular bead constructions described herein before. The advantage of that plyline PL′″ is its better reproducibility from one tire to another one built the same way. This is due to a more natural and predictable rubber flow and ply shaping on conventional tire building machines.

In addition, the triangular beads 752 a,752 b provide uniformly distributed contact pressure on the rim 711 and guarantee an efficient and improved bead retention on the rim.

Referring now to FIG. 7, a preferred embodiment of the alternative embodiment of the present invention is illustrated as a partial cross section of a tire 746 mounted on a conventionally-shaped wheel rim 711. The rim 711 (compare 211) has the same general shape as the standard rim 111, including same-shaped bead seats 721 a, 721 b, and same-shaped flanges 713 a, 713 b with axially extending portions 734 a, 734 b. The rim 711 for the tire 746 of this invention has a rim width Wr′″ which is approximately 1 to 3 inches (25.4-76.2 mm) wider than the rim width Wr of the standard rim 111. As detailed hereinbefore, various embodiments of the present invention may also require rim diameters Dr″ which are different from the standard rim diameter Dr of the standard rim 111.

The tire 746 has a tread area 712 (compare 612) comprising a ground contacting tread 714 (compare 614) having two tread shoulders 716 a, 716 b (compare 616 a, 616 b) and a circumferential belt structure 718 (compare 618) located radially inward of the tread 714. The tire 746 has two bead areas 750 a, 750 b (compare 650 a, 650 b), each bead area having a triangular bead 752 a, 752 b of inextensible metal wire, a bead seat 749 a, 749 b ending in a bead toe 751 a, 751 b which is axially and radially inward from the bead 752 a, 752 b, and an interior reinforcement 753 a, 753 b radially outward of the triangular beads. Some optional elements of the bead area 750 a, 750 b are not shown, but may include such common elements as chafers, chippers, and flippers. Elastomeric sidewalls 726 a, 726 b (compare 626 a,626 b) extend radially outward from the bead areas 750 a, 750 b respectively, to the tread shoulders 716 a, 716 b, respectively. The tire 746 has a carcass structure 728 (compare 628) comprising an interior wall 731 (compare 631), and at least one cord reinforced elastomeric ply 730 (compare 630) extending radially outward from each bead area 750 a, 750 b through the sidewalls 726 a, 726 b respectively, and traversing the tread area 712 radially inward of the belt structure 718. From the sidewall 726 a, 726 b, the ply 730 extends radially inward around the bead 752 a, 752 b, first passing both axially inward (toward the EP) and radially inward of the beads 752 a, 752 b, i.e. along the bead hypotenuse side 754 a,754 b, then passing axially outward of the bead 752 a, 752 b, i.e. along the bead base 749 a,749 b in the axial direction, and finally extending radially outward along the bead outer side 758 a, 758 b, to form the turned up end 732 a, 732 b located axially outward of the main portion of the ply 730 and radially outward of the bead 752 a, 752 b. The bead areas 750 a, 750 b are shaped for compatibility with the conventionally-shaped bead seat 721 a, 721 b (compare 621 a,621 b) and flange portions 713 a, 713 b (compare 713 a,713 b) of the wheel rim 711, including an axially extending portion 734 a, 734 b (compare 634 a,634 b) from each bead seat. An optional rim flange protector 742 a, 742 b (compare 642 a,642 b) may be provided on one or both of the sidewalls 726 a, 726 b near the bead areas 750 a, 750 b of the tire 746. The rim flange protector 742 a, 742 b comprises a preferably continuous, circumferential elastomeric projection extending axially outward from each bead/sidewall area 750 a/726 a, 750 b/726 b thereby extending radially outward and axially outward to at least the outermost edge of the axially extending portion 734 a, 734 b of the conventionally-shaped wheel rim 711.

A significant aspect of the present invention concerns the ply line PL′″ in the bead area 750 a, 750 b and sidewall area 726 a, 726 b which are limited to the definition described with reference to FIGS. 8A and 8B that follows. Referring to FIG. 8A, the tire 846, according to the present invention, is shown with a section width SW′″. Lines L₁′ and L₁′ orthogonal to the wheel axle AR are located at a distance of SW′″/2 from the equatorial plane EP of tire 846. Lines L₁′ and L₂′ define the axially outward limit of the tire geometry, if we exclude the rim flange protector geometry. While only one side of the tire 846 is described in detail herein, the opposite side is a mirror image and has the same characteristics. Parallel to lines L₁′ and L₂′ and axially inward towards the EP therefrom, as shown in FIGS. 8A and 8B, we define new lines M₁′ and M₂′ spaced a distance d₁′ and d₂′, respectively of 1 mm to 5 mm, and preferable 2 mm to 4 mm from lines L₁′ and L₁′ We define on these lines M₁′ and M₂′ points P₁′ and P₂′, having a radial distance dp₁′ and dp₂′, respectively, to the axis of revolution AR equal to the minimum distance that the ply portions geometrically located axially outward from the beads 852 a,852 b, respectively, can be from the AR. This minimal distance is itself limited by rim diameter and other design considerations, such as bead compression values. The plyline PL′″, defined by the present invention, includes points P₁′ and P₂′.

From points P₁′ and P₂′ to a radial distance r₁′, r₂′, respectively, away from the axis of rotation AR, the plyline PL′″ of the new inventive tire extends radially outward from the axis of rotation in such a way that it cannot axially deviate from lines M₁′ and M₂′ by more than a distance d₃′,d₄′ respectively of 0 mm to 5 mm, and preferably 0 mm to 3 mm. The radial distances r₁′, r₂′ are defined as having values that exceeds the distances dp₁′ and dp₂′, respectively, from the axis of rotation AR to the points P₁′ and P₂′ by a value of about 30% to 70% of the section height SH′″, and preferably a value of 40% to 60% of SH′″. From the points r₁′, r₂′, the plyline PL′″ joins the crown area or portion CP (the portion between the tread and the sidewalls) following a path that doesn't have any inflexion point. The resulting new tire 846 has a much shorter sidewall, as compared with the prior art tire design, see FIG. 9A.

The features of the alternative embodiment of the present invention are described below with reference to FIG. 7 showing both sides of the tire 746 in partial cross section, and in FIG. 7A showing details of a cross section of the right-hand bead area 750 b and nearby portions of the sidewall 726 b and rim 711. It is a feature of the present invention that, in a properly mounted and inflated tire 746, the one ply 730 has a ply line PL′″ that extends radially outward from the bead 752 a, 752 b at an angle φ′ of approximately 80° to approximately 100° with respect to the arial direction, as shown in FIG. 7A, to the line A′ which is parallel to the axis of revolution AR so that the angle φ′ opens radially outward. While a single ply is illustrated, it is within the terms of the present invention to use one or more plys as required. The ply 730 extends through the sidewall 726 a, 726 b to the tread shoulder 716 a, 716 b with a generally continuous curvature so that the maximum tire width (where the section width SW′″ is measured) is radially close to the bead 752 a, 752 b and preferably immediately radially outward of the flange 713 a, 713 b, respectively. In order to achieve this inventive ply line PL′″ with an axially outside ply turnup end 732 a, 732 b, there is no center apex (compare center apex 125 a, 125 b in FIG. 1). Thus, the main portion of the ply 730 is closely wrapped around the bead 752 a, 752 b and is placed close to the outside of the sidewall 726 a, 726 b, and is substantially parallel and closely adjacent to the ply turnup end 732 a, 732 b. To hold the ply 730 in position in the bead area 750 a, 750 b, the bead area and at least a portion of the sidewall area radially outward of the bead 752 a, 752 b and between the ply 730 and the interior carcass wall 731 is at least partially filled with an elastomeric reinforcement, i.e., reinforcement element 753 a, 753 b. In the preferred embodiment, the inventive tire 746 has approximately the same section width SW′″ as the section width SW of the prior art tire 110. This can be achieved by increasing the rim width to a new dimension Wr′″ which is suitably greater than the rim width Wr of the prior art tire 110. The reinforcement element 753 a, 753 b is a polymeric material selected from the group comprising thermoset plastics, thermoplastic elastomers and thermoplastics. For a typical elastomer, the material has a Modulus in the range of 3 Mpa to 300 Mpa. The reinforcement element can incorporate randomly or otherwise aligned fibers, such as aramid, nylon, rayon, polyester, of various lengths, or by the addition of filler materials, such as polyethylene, cellulose, chosen to adjust the properties of stiffness. Although the tire sidewall 726 a, 726 b near the bead area 750 a,750 b is substantially straight (on a mounted and inflated tire), the interior reinforcement 753 a, 753 b is preferably shaped to produce a uniformly curved interior surface 731, thereby encouraging normal flows of elastomer during the tire curing process.

Referring to FIG. 7A, there is shown an enlarged view of the bead area 752 b of FIG. 7 with details of the geometry of triangular bead 752 b. While fourteen cord filaments 757 are shown, the number of cord filaments, typically steel, is not fixed. Each of the cord filaments preferably have the same diameter. The angle β between the bead base 749 a, 749 b and the outward bead side wall 758 a, 758 b is between 55° to 65° and preferably 60°. The angle μ opens axially and radially outward and is formed between the bead base 749 b and a line 780 parallel to the axis of rotation AR. The angle μ is a design parameter of the between 0° to approximately 15° and most commonly approximately 5°. The angle μ can be adjusted as desired in order to optimize the rim contact pressure distribution that results from the compression of the rubber located between the bead bases 749 a,749 b and the rim bead seats 721 a,721 b.

Other than the wider rim width Wr′″, the rim 711 to be used for the inventive tire 746 is conventionally shaped, substantially the same as the rim 111 of the prior art, and is presently available commercially. The conventionally shaped rim 711 has a rim bead seat angle α′ in the range of 0° to 15° and most commonly in the range of 3° to 7°, wherein the angle α′ opens axially and radially outward and is formed between a rim bead seat line 760 and an axial line A′ parallel to the axis of rotation AR. The conventionally shaped rim 711 also has a rim flange angle γ′ in the range of 0° to 15° and commonly in the range of 0° to 5°, wherein the angle γ′ opens axially and radially outward and is formed between a rim flange line 764 and a radial line R extending perpendicular to the axis of revolution AR. The rim flange line 764 is tangent to a flat portion of the inside surface of the flange 734 a, 734 b immediately after a radiused “heel” corner which joins the rim bead seat 721 a, 721 b to the flange 734 a, 734 b. Although the rim 711 and tire 746 are illustrated with perfectly parallel mating surfaces, it should be understood that the drawings herein are idealizations, and that in reality, the tire and rim surfaces may only approximately conform with each other. The elastomeric material and any optional elements in the bead area 750 a, 750 b or sidewalls 726 a, 726 b, such as chafers, chippers, flippers and sidewall inserts (not shown) are suitably shaped so that the bead base 749 a, 749 b approximately conforms to the rim 711, bead seat 721 a, 721 b and flange 734 a, 734 b angles and dimensions while maintaining the ply line P′″ of the present invention as described hereinabove.

As shown in FIGS. 7 and 7A, the conventionally shaped rim 711 includes portions 734 a, 734 b extending radially outward from the rim bead seats 721 a,721 b. The angle μ is selected so that during severe manoeuvres (high lateral forces which can be generated during runflat operation) the bead areas 750 a, 750 b are prevented from sliding inside of the rim 711. Instead, the bead areas 750 a, 750 b press against the rim flanges 713 a, 713 b which tends to prevent the sliding as mentioned. An important feature of the present invention concerns the ply line PL′″ in the bead areas 750 a, 750 b and sidewall areas 726 a,726 b (compare 626 a,626 b). The features of the present invention are illustrated in the embodiment shown in FIG. 7 showing both sides of the tire 746 and rim 711. It is a feature of the present invention that, in a properly mounted and inflated tire 746, the at least one ply 730 has a ply line PL″t′ that extends radially outward from the bead 752 a, 752 b at an angle φ′ in the range of 80° to 100° with respect to the arial direction, as shown in FIG. 7A. The at least one ply 730 extends through the sidewall 726 a, 726 b to the tread shoulder 716 a, 716 b with a generally continuous curvature so that the maximum tire width (where the section width SW′″ is measured) is radially close to the bead 752 a, 752 b, preferably immediately radially outward of the flange 713 a, 713 b. Most importantly, the plyline extends along the side 754 a, 754 b of the triangular shaped beads 752 a,752 b. The ply cords (not shown) of the ply 730 exert tension on the outside of the beads 752 a,752 b which in turn induces a rotation locking the bead against the bead edge, contrary to a ‘standard’ ply line which tends to pull the beads above the rim flanges 713 a, 713 b. Accordingly, roll-off/bead unseating under high stress conditions is reduced.

As illustrated in FIG. 7A, the angle φ′ is measured between the ply line PL″ and an axial line A′, and the angle φ′ opens radially outward. In order to achieve this inventive ply line PL″ with an axially outside ply turnup end 732 a, 732 b, there is no center apex (compare center apex 125 a, 125 b in FIG. 1). Thus, the main portion of the ply 730 is closely wrapped around the bead 752 a, 752 b and is placed close to the outside of the sidewall 726 a, 726 b, and is substantially parallel and closely adjacent to the ply turnup end 732 a, 732 b. To hold the ply 730 in position in the bead area 750 a, 750 b, the bead area and at least a portion of the sidewall area radially outward of the bead 752 a, 752 b and between the ply 730 and the interior carcass wall 731 is at least partially filled with an elastomeric reinforcement, i.e., reinforcement element 753 a, 753 b. In the preferred embodiment, the inventive tire 746 has approximately the same section width SW′ as the section width SW of the prior art tire 110. This can be achieved by increasing the rim width to a new dimension Wr′″ which is suitably greater than the rim width Wr of the prior art tire 110. The reinforcement element 753 a, 753 b is a polymeric material selected from the group comprising thermoset plastics, thermoplastic elastomers and thermoplastics. For a typical elastomer, the material has a Modulus of about 3 Mpa to 300 Mpa. The reinforcement element can incorporate randomly or otherwise aligned fibers, such as aramid, nylon, rayon, polyester, of various lengths, or by the addition of filler materials, such as polyethylene, cellulose, chosen to adjust the properties of stiffness. Although the tire sidewall 726 a, 726 b near the bead area 750 a,750 b is substantially straight (on a mounted and inflated tire), the interior reinforcement 753 a, 753 b is preferably shaped to produce a uniformly curved interior surface 731, thereby encouraging normal flows of elastomer during the tire curing process.

The tire 746 of the present invention is, for example, a P205/40R18 tire of the inventive design and the rim 711 is, for example, a conventionally-shaped and commercially available 8.0J18H2 rim wherein the “J” denotes the shape of the flanges 713 a, 713 b, and the “H2” denotes the shape of the remainder of the rim 711. The exemplary tire 746 and rim 711 are considered suitable replacements for the exemplary P205/55R16 tire 110 and the 6.5J15H2 rim 111 of the prior art. The tire 746 has an outside diameter of approximately 24.8 inches (630 mm) which is comparable to the outside diameter of the exemplary P205/55R16 prior art tire 110. The exemplary inventive P205/40R18 tire 746 and the corresponding exemplary 8.0J18H2 commercial rim 711 measurements are approximately as follows: rim width (Wr′″) is 8.0 inches (203 mm); rim diameter (Dr′″) is 18 inches (462 mm); section width (SW′″) is 8.07 inches (205 mm) which is the same as the section width (SW) of the exemplary P205/55R16 tire 110; section height (SH.′″) is 3.40 inches (86 mm). The aspect ratio calculates to 100(86/205)=42 or approximately 40%. Because of the inventive design, the load carrying capacity LCC is approximately 615 kg at 2.5 bar (load index LI=91) which is the same as the P205/55R16 tire 110 being replaced, and which is an improvement over an LI of approximately 83 for a typical prior art P205/40R18.

It is an aspect of the alternative embodiment of the present invention to improve the load carrying capacity (LCC) of a given pneumatic tire size by means other than increasing the tire volume or pressure, therefore modifying the α (alpha) and β (beta) coefficients in the ETRTO calculation of LCC. (Increasing the LCC is comparable to increasing the load index (LI) which is determined by the Tire and Rim Association.) The inventive pneumatic tire design and its variations which are presented hereinbelow achieve this, thereby allowing an improved LCC for existing tire and rim sizes, or allowing smaller tires to be utilized on vehicles wherein the new smaller tires have the same or a better LCC compared to the original vehicle tires. The “smaller” tires of this invention may have several embodiments. Two examples to which the present invention is not limited are illustrated in comparison to a conventional tire, in FIGS. 9A and 9B.

a) For example, as shown in FIG. 9A, the new smaller tire 946A could have the same outside diameter and same section width as the original tire 110, but would have a smaller section height and correspondingly larger wheel and rim diameter. Although the is overall dimensions of the wheel/rim/tire assembly remain generally the same for the purposes of fitting in the vehicle's wheel well and also for maintaining vehicle ground clearance, the larger wheel/rim diameter allows for larger, more efficient brakes and/or better brake convection cooling.

b) In a second example, as shown in FIG. 9B, the new tire 946B could have a smaller outside diameter compared to the original tire 110, while maintaining the same section width and wheel and rim diameter as the original tire.

The calculation of load carrying capacity LCC for the tire as discussed hereinbefore also applies to the tires shown in FIGS. 7 and 8 and results in a higher load carrying capacity for the inventive tire.

While the invention has been described in combination with embodiments thereof, it is evident that many alternatives, modifications, and variations will be apparent to those skilled in the art in light of the foregoing teachings. Accordingly, the invention is intended to embrace all such alternatives, modifications and variations as fall within the spirit and scope of the appended claims. 

What is claimed:
 1. A pneumatic tire having a tread area and a carcass structure including two bead areas, at least one cord-reinforced elastomeric ply extending through sidewalls between the bead areas and the tread area, and a belt structure between the tread area and the carcass structure; the tire characterized in that: each bead area contains a triangular shaped bead forming a bead interior side, a bead base, and a bead outer side; the at least one ply forms a ply line extending radially outward from each bead area through the sidewalls, and across the tread area radially inward of the belt structure, the plyline extending radially inward around the triangular bead first passing along the bead interior side, then passing axially outward along the bead base, and then extending radially outward along the bead outer side; the plyline along the bead base forms an angle μ to the axial direction wherein the angle μ opens axially and radially outward and is in the range of 0° to 15°, and the plyline along the bead outer side forms an angle β to the bead base wherein the angle β opens axially and radially outward and is in the range of 55° to 65°; and the plyline in the sidewalls extends radially outward from each bead area forming an angle φ′ to the axial direction wherein the angle φ′ opens radially outward and is in the range of 80° to 100° with respect to the axial direction.
 2. The tire of claim 1, characterized by: a section width defined by lines L1′ and L2′ disposed orthogonally to an axis of rotation of the tire and located one on an outside surface of each sidewall, exclusive of decorations and sidewall-protecting ribs or bars; points P1′,P2′ on the plyline, being located where the plyline is axially outside of one of the beads and simultaneously at a minimum radial distance of dp1′,dp2′, respectively, from the axis of rotation; lines M1′ and M2′ each parallel to, and axially inwards of, lines L1′ and L2′, respectively, and passing through points P1′ and P2′, respectively; a first distance of 1 mm to 5 mm being the spacing from line L1′ to line M1′, and from line L2′ to line M2′; limiting radial distances r1′ and r2′ from the axis of rotation that exceed the radial distances dp1′ and dp2′, respectively, by a value of 30% to 70% of a section height SH′″ of the tire, wherein the section height SH′″ is defined as half the difference between an outer diameter of the tire and a nominal rim diameter for the tire; and the plyline extending radially outward in each sidewall to the limiting radial distance r1′, r2′ without axially deviating from lines Mi′ and M2′, respectively, by more than a second distance of 0 mm to 5 mm.
 3. The tire of claim 2, characterized in that: the lines M1′ and M2′ are spaced a first distance of 2 mm to 4 mm from lines L1′ and L2′, respectively.
 4. The tire of claim 2, characterized in that: the plyline extends radially outward in each sidewall to the limiting radial distance r1′,r2′ without axially deviating from lines M1′,M2′, respectively, by more than a second distance of 0 mm to 3 mm.
 5. The tire of claim 1, characterized in that: a main portion of the at least one ply extends through each sidewall to the bead, then the at least one ply is closely wrapped around the bead, passing radially inward of the bead, and has a turned up end located substantially parallel and closely adjacent to the main portion of the at least one ply radially outward of the bead; and the bead area and at least a portion of the sidewall radially outward of the bead, and between the at least one ply and an interior carcass wall, is at least partially filled with an elastomeric reinforcement.
 6. The tire of claim 5, characterized in that: the turned up end of the at least one ply is axially outward of the main portion of the at least one ply.
 7. The tire of claim 5, characterized in that: the elastomeric reinforcement is made of elastomeric material to reinforce the sidewalls of an extended mobility tire during extended mobility running while uninflated.
 8. The tire of claim 5, characterized in that: the elastomeric reinforcement is shaped to produce a uniformly curved interior surface.
 9. The tire of claim 1, characterized in that: the at least one ply extends with a generally continuous curvature through each sidewall to a tread shoulder, such that a tire section width is located immediately radially outward of a flange on a rim used for mounting the tire. 